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Aviation Biodiesel (SAF)
FlyOnE is now offering “Biodiesel” a 100% renewable, low-emission fuel for diesel engines in Aviation and ground transport or energy (generator) applications.
FlyOnE is also offering “Ecodiesel” a blend of mineral diesel and Pro Green’s quality biodiesel offering the efficiency and performance of mineral diesel while delivering the emission reduction and renewable status of biodiesel.
FlyOnE can supply biodiesel nationally to customers and communities anywhere in Australia using recycled Bio Diesel sources such as vegetable cooking oils for a non 'fossil fuel' and renewable energy source that has already had a socially contributive lifecycle and has now been recycled for second use.
Products
Sourcing
FlyOnE SAF Biodiesel is sourced from all Australian sources (not imported) and is primarily from the hospitality and food processing industry, using vegetable oils (and some animal fats) that have already had an energy lifecycle for food processing. These oils are then collected and refined and reprocessed as combustible fuel with properties mimicking mineral Diesel fuel.
This second life drastically reduces the energy investment of producing each unit of BioDeisel and the combustible product has less toxic emissions than 100% mineral diesel fuel.
Delivery
FlyOnE Biodesel SAF is delivered in pre-filled fuel pods in amounts from 200L to 1000L. These pods are included in the delivery quote and remain the property of the BioDeisel user, and can be exchanged for refill on subsequent Biofuel orders.
FAQ's and Facts
1. Emissions
There are a large number of biodiesel emissions studies. Analysis, and therefore conclusions, in these studies vary in relation to the type of biodiesel used (i.e. feedstocks, process technology, etc), blends of biodiesel used, types of engine used, fuel injection methodology, engine load, sampling methodology, experimental designs and test methods used. A CSIRO study compared the results between conventional diesel and biodiesel (B100). In addition, the US National Biodiesel Board has published data on the air toxic emissions of biodiesel compared to diesel. The summarised results of these two studies are detailed in Table 1 below.
In another study, Environment Australia incorporated a desktop study and literature review of existing Australian and overseas data concerning the emissions characteristics of alternative and conventional fuels that are or may be suitable for use in road vehicles weighing 4.5 tonnes gross vehicle mass (GVM) or more. The study found that compared to low-sulfur diesel (LSD -
<500ppm), on a full fuel cycle basis, 100% biodiesel generally resulted in slightly lower emissions of particulate matter, higher emissions of NOx, significantly lower greenhouse gas emissions and air toxics emissions ranging from ‘much the same’ to ‘significantly lower’ depending on the feedstock used.
2. ToxicityCompared to diesel exhaust biodiesel use reduced potential cancer-causing compounds polycyclic aromatic hydrocarbon emissions (PAH) and nitrited (nPAH). These reductions are principally due to the fact that biodiesel fuel contains no aromatic compounds. CSIRO report that there appear to be no health risks of air toxic emissions from biodiesel with respect to mortality, toxicity, fertility or tetratology (the branch of embryology and pathology that deals with abnormal fetal development and congenital malformations). All air toxic emissions from biodiesel are lower than equivalent diesel emissions except for acrolein. Though highly toxic, the slight increase in acrolein is offset by the decrease in the equally toxic aldehydes. The CSIRO report also found a real reduction in acrolein emissions with increasing biodiesel concentration. Biodiesel has similar toxicity to soapy water, therefore does not cause dermatitis like regular diesel.
3. LubricityAny addition of biodiesel to diesel will improve the lubricity of the resulting biodiesel blend. Fuel lubricates some moving parts of diesel pumps and injectors. To avoid excessive wear, the fuel must have some minimum amount of lubricity. In the absence of sufficient lubricity in fuel, vehicles can suffer excessive pump wear and, in some cases, engine failure. In addition, certain modes of deterioration in the injection system could also affect the combustion process and hence emissions. Accordingly, to prevent problems arising from the introduction of low sulfur grades of diesel, lubricity additives have been developed to compensate for the deterioration in the natural lubricity of low sulfur diesel. In cooperation with the US National Biodiesel Board, lubricity tests were completed conventional diesel fuel (US Grade No.2-D) was tested and the results indicated that the inclusion of 2%biodiesel into any diesel fuel will be sufficient to address the lubricity concerns that diesel engine companies and diesel fuel injection equipment companies have with these existing diesel fuels.
4. BiodegradabilityBiodegradability refers to the ease with which compounds break down into simple molecules found in the environment, such as carbon dioxide and water. Biodegradability is desirable in the event of a spill or leak of fuel to the environment. The maximum biodegradability of biodiesel produced from oil crops was 88% in 28 days. The maximum biodegradability of diesel fuel after 28 days was shown to be approximately 26%. Biodiesel degrades approximately four times faster than diesel and the National Biodiesel Board reports that, within 28 days, pure biodiesel (B100) degrades 85 to 88% in water. Blending biodiesel with diesel also accelerates the biodegradability of the diesel component and it has been reported that blends of 20% biodiesel with 80% diesel fuel degrade twice as fast as neat Mineral diesel.
5. Competitive Advantage of Using BiodieselExperience in other countries where biodiesel has reached commercial production indicates that biodiesel sales are concentrated in niche markets where environmental benefits or competitive advantage are the basis for purchasing decisions. Federal, state, and local authorities are putting a higher priority in tendering processes on the sustainable business practices of bidders in the urban bus fleet and waste management sector. Social and environmental factors are becoming standard selection criteria. Biodiesel has strong social and environmental credentials that should be favored by selection committees. The biodegradability of biodiesel has opened up a niche market in the marine sector. As biodiesel biodegrades faster than diesel in aquatic environments and is non-toxic (diesel is toxic) there is a significant potential environmental benefit from using biodiesel in both fresh and saltwater environments.
6. Energy BalanceThe energy balance for renewable fuels is defined as the amount of energy required to produce the fuel compared to the amount of energy released by the fuel when it is burned. A joint independent study of the US Departments of Agriculture and Energy found that biodiesel has a positive energy balance. A conservative approach was used, beginning with bare ground and ending with finished biodiesel produced from soybeans. The results from this study indicated that 3.24 biodiesel from soybeans. This compares very favorably with the diesel energy balance of 0.83 units of energy are gained for every one unit of energy needed to produce it from crude oil.
7. Fuel Economy, Power, and TorqueOn a volumetric basis biodiesel contains up to 10% less energy than diesel and therefore there is an increase in fuel consumption. Fuel economy, power, and torque are proportional to the heating value of biodiesel or the biodiesel blend. A recent US EPA study predicted that biodiesel will reduce fuel economy by 1-2 percent for a 20 percent volume biodiesel blend.
8. Engine LifeEarly test results for work undertaken by JB are indicating that the increased lubricity and other positive impacts of biodiesel may result in increased engine service life. Importantly at this stage, it is unlikely that the use of biodiesel will reduce engine service life.
9. Service IntervalsFlyOnE recommends that service intervals recommended by the vehicle manufacturer be maintained when using biodiesel. However, early test results by our suppliers are suggesting that the increased lubricity and other positive impacts of biodiesel may result in increased service intervals without adverse impact. FlyOnE maintains its recommendation to conform to manufacturers’ recommendations but advises users of biodiesel to make any changes based on engine oil testing and technical advice.
8. Storage, Handling and DistributionBiodiesel is significantly safer than diesel. The storage and handling procedures for petroleum diesel can be used for biodiesel also. The fuel is best stored in a dark, dry and clean environment, in storage tanks, preferably steel, aluminium, teflon, fluorinated polyethylene or polypropylene. Materials that should be avoided include lead, copper, brass, tin and zinc. Biodiesel has a flashpoint higher than diesel. Many diesel fuel suppliers recommend storing diesel for no more than three to six months unless using a stabilizing additive. The current industry recommendation is that biodiesel or biodiesel blends also be used within six months.A longer shelf life is possible and storage-enhancing additives can provide additional benefits. Acidnumbers in biodiesel and biodiesel blends will become elevated if the fuel ages, or if it was not properly manufactured. Raised acid numbers have been associated with fuel system deposits and reduce the life of fuel pumps and filters. Residual methanol (from production) in the fuel will reduce the flash point of the fuel and can also affect fuel pumps, seals, and elastomers. Biodiesel does gel faster in cold conditions than most diesel fuels, however, below a 20% blend the cold flow properties of the blend are very similar to those of the diesel base, and blends below 5% are indistinguishable. Pure biodiesel and biodiesel blends should be stored at temperatures higher than the pour point of the fuel. Biodiesel blends will not separate in the presence of water however it is recommended that good ‘housekeeping’ be maintained. This is in respect to tank and fuel maintenance, to ensure water in storage systems is monitored and minimised. Biodiesel is slightly heavier than diesel fuel and totally miscible in all blend ratios (specific gravity of 0.88 compared to diesel at 0.85) therefore splash blending biodiesel on top of diesel fuel is the common mixing procedure.This ensures the fuels are mixed properly.
9. AdditivesAdditives are being investigated to control the operability properties of biodiesel, such as cold flow and NOx emissions, as well as storage properties. Existing diesel additives used to eliminate bacterial or algal growth in diesel are effective for biodiesel. JB biodiesel has a suitable bactericide/fungicide added during manufacture In suitable quantities, JB biodiesel may be supplied without this additive upon request.
10. Source of Information In FAQ's and FactsFlyOnE has used a number of sources including its own internal data. However, a number of references are from the document “Setting National Fuel Quality Standards, Paper 6, National Standard for Biodiesel – Discussion Paper, Prepared by Environment Australia, March 2003”.